Automatic train-stop.



C. C. BOWMAN AUTOMATIC TRAIN STU-P, APPLICATION FILED MAY 3. 191a.

7 l/VVE/VTOR 17/075; (Mam l WITNESSES ATTORNEYS C. C. BOWMAN. AUTOMATIOTRAIN STOP. APPEICATION FILED MAY 3. 1913 LQQ81 Patented May I, 191?.

.3 SHEETSMVSHHEET 2.

AIP

C. C. BOWMAN.

wTOMATIC TRAIN STOP. APPLICATION FILED MAY 3. 1913.

Patented May 1-, 191?.

3 SHEETS-SHEET 3.

ATTORNEYS inn AUTOMATIC TRAIN-STOP.

Specmcation of Letters Extent.

Patented May 11, rear.

application filed May 3, 1913.- Serial No. 765,233.

. u all whom it may concern Be it known that 1, CHARLES C. BOWMAN,

- a a citizen of the United States, and a resident of Hinton, in the county of Summers and State of West Virginia, have made-certain new and useful Improvements in Automatlc fI Train-Sto'ps, of which the following is a specification.

Mypresent invention relates to automatic train stops, the object thereof beingto provide means whereby to prevent a train from proceeding by one of the usual automatic block signals without stopping as 18 required by the regulations of the railroads, my in vention embodying a locomotive carried mechanism and a track side mechanism, the latter being connected to the-usual automatic signal and being moved to operative position by the lowering of the signal arnrto danger position, and the locomotive carried mechanism being such as when actuated by the track side mechanism in operative position, it will bleed air from the train line and i thus cause the brakes to be applied the same as ifthe engineers brake .valvewere manipul ated to this end. i Certain other objects which I have in mind are directed more particularly to the construction of both the locomotive carried mechanism and the track side mechanism, and comprehend.theproduction of a durable, lasting and more particularly a practical.de-

vice or. apparatus which may be installed without heavy expense and WlllCll will operetc without violation of any of the rules and regulations governing the operation of autorovided with my improvements and partly broken awayand in vsection for purposes of better illustration. l

Fig. 2 is a transverse vertical sectional view through. the parts shown in Fig. 1 and illustrating the connection of the track side mechanism with an ordinary form of antoinatic signal. r i

Fig; 3 is a PGI'SPGULLVB' view illustrating certain portions of the track side and locomotive carr ed mechanisms.

I accomplish these Fig. 4 is a vertical section tl'irough the up per portion of the trip bar and its support, taken substantially on the line 4-4. of Fig. 1.

Fig. 5 is a detail vertical section through a portion of the track side mechanism taken substantially on line 5-4) of 1.

Fig. 6 is a detail vertical section through thetrip bar taken substantially on line (L-G of Fig. 4E, and 3 Fig. 7 is a detail section through the cutout valve.

Referring now to these figures generally, I provide locomotive carried mechanism which embodies certain means adapted when actuated to set the brakes. and to this end I provide a. main reservoir pipe c which leads from the main reservoir E1 to tl e train line A" through the vertical branches A upstanding within the locomotive cab ll to the engineers brake val ve (not shown), the train pipe A connnunicatingr with the laterally projecting branch C en riding beneath the cab and provided adjacent its outer end with a valve G of the turning plug type, the stem of which is provided with. an exterior arm a forming handle, and the extremity of which is provided with stud 0' projecting through a longitudinal slot in one end of an actuating arm the opposite end of which projects through a longitudinal slot (Z in' the upper end of the'vertical trip bar 0., being secured to this trip bar by means 01" a transverse bolt (3 extending through. another longitudinal slot (Z in the said upper end of the trip bar at right angles to the slot (Z. Thus by virtue of these slots, the actuating arm (3 is flexibly connected to the trip bar D and is flexibly suppm'tod by means of a spring (Z coiled about-the said upper end of the trip bar and compressed between the said actuating arm (2 and a col-- lar d secured on the trip bar below the ac tuating arm.

The trip bar ll is supported so as to more vertically, in a. plurality of jom'nal pieces 6 carried by an upright beam securely bolted and connected to the frame of a locomotive by means of bracket arms E.

In the normal lowermost position of the trip bar D, the before mentioned valve C is held closed, and the said trip bar is supported in this position by means of spring d which is coiled therearound between its rigid collar and one of the journal pieces e, as clearly seen in. Fig. 3.

As will be seen by reference to Fig. 2,

this trip bar (I is positioned so that its lower contact end terminates slightly above the level of the adjacent track rail F at a point spaced a short distance from this rail upon the outside of the track, so that when it is engaged by the track side mechanism to be hereinafter described, and moved "en tically, it will through the connections above described move the valve C to open position and thus bleed the train line pre sure out through the end of branch pipe C to the atmosphere.

At a point normally below the upper journal piece c, the trip bar D is provided with a notch (Z as seen particularly in Fig. (3, said upper journal 6 being provided with a bracket 0 from which is mounted a spring control-led pin a", the inner end of which is adapted for engagement within the notch (Z and thus holds the trip bar in 'aised position. The outer end of this pin 0 is pivotally connected intermediate the ends of an upright lever G, the upper portion of which projects through an aperture in the floor of the cab B and is under control of the engineer whereby the trip ba'r may be released and again lowered atter the train has been stopped, while the lower end of this lever is pivotally mounted upon a post G secured to and projecting laterally from the locomotive formed below the cab. The engineer is supposed to release and permit the trip bar D to lower after each actuation thereof, but may defeat the automatic setting of the brakes if he so desires.

This latter functipn may be accomplished by the manipulation of av cut-out valve H disposed in the pipe (l between the main reservoir pipe a and the before mentioned valve C, and which is normally open, the stem of this valve ll having a handle it which is pivotally connected to an upright connecting rod h the upper end of which is similarly connected to the lower angular portion b of a lever ll pivotally mounted in the cab B, as particularly shown in Fig. l, and having a latch mechanism in engagement with the notched quadrant 7L3. \Vhen this valve H is closed, it may be readily seen that the opening and closing of the trip valve C will be without effect.

The track carried portion of my improvements consists of'a base plate I which, as particularly shown in Fig. 3, is spiked to certain of the ties at the outside of the track, and in spaced relation to the adjacent track rail F, and provided with upstanding end flanges 11 forming guides and adapted to receive the edges of a sliding plate J, this plate being provided with laterally projecting arms 7'. The arms j are intermediately riveted to the plate J by rivets j, as shown in Fig. 5, these arms having short project- -ing ends extending to one side of the plate J toward the adjacent trackrail F and adapted to abut the same in order to limit the movement of plate J in that direction. The opposite projecting portions of arms j extend through the upstanding apertured portions 2 of guide brackets t projecting laterally from the base plate I, springs j being coiled about the arms j and compressed between the outer side of the sliding plate J 'and the apertured bracket portions 11 whereby to resist movement of side plate J in a direction away from the track rail F and to return the same to its normal position when released.

Secured, by means of its downwardly and inwardly bent-in portions is, to the sliding plate J, is the actuating plate K, this plate being bent and formed so that its upper surface slopes away in both directions from its central elevated portion is. Thus with the parts in the positions as shown in .Figs. 2, 3, and 5, and which are the normal positions, the trip bar I) when passing will ride up on the actuating plate K, being given a gradual and uniform motion, and thelocomotive carried mechanism will be actuated through the connections before described.

Mounted centrally of the slidingv plate J and upon the upper surface thereof, is a bracket L, having upstanding apertured portions I at its opposite end, this bracket being disposed transversely with respect to the track rail and longitudinally with respect to the direction of the movement of the sliding plate. Extending through the apertured upstanding portions Z is one end of the connecting rod M, said end of said rod being provided with an enlarged head m between said upstanding portions and the opposite end thereof being pivotally connected to the slotted arm of a bell-cranklcver N, the other arm of which is pivotally united to the lower portion of an upright connecting arm 0, the upper end of which is pivotally connected intermediate the ends of the automatic signal arm of semaphore P. This is clearly shown in Fig. 2 and the bell-cranlclever N is preferably mountedin the. base of an automatic signalpost such as indicated at.Q, the upright connecting rod 0 upstanding Within the post whereby these parts will be concealed and protected both "rom the weather and from tampering.

Thus whenever the automatic signal arm P is loweredto danger position, the parts of the track carried mechanism Will be in the-positions indicated in the several figures and the trip bar D of a passing locomotive will be raised and the locomotive mechanism actuated as previously described. When, however, the signal arm P is raised to, safety position, the bell crank-lever N will be rocked and the conne ting rod M willbe moved longitudinally,

engaging one of the upstanding bracket portions Z and serving to slide the plate and its Tfead m i neae eei.

tne actuating plate K. away from the track continuously until the valve H is again r ,n rein the plane of movement of opened by use of the lever H, also previa locomotive carried trip bar. The particuously described. I lar connection between the connecting rodlvi The pipe 717 is also preferably provided 4 g; and bracket L, as before described, is with an. intermediate stop cock h whereby such that ii any of the anton'iatic signal when two or more locomotives are coupled parts are broken or the connections between and my apparatus out out on one or more such signal and the track carried niechaof the locomotives by closing valve H therenisni are disrupted, the sliding plate 5 will on, the audible signals H on these locomoo be free to move to operative position under tives may be prevcntedfroln sounding.

actuation of its spring 7' I claim: Y

Thus from the foregoing it Williie seen In an automatic train stop, a locomotive thet i provide a mechanism, the construccarried mechanism comprising the combina tion of which is eomperetively simple, the tion with the main air reservoir and train 50 of installation of which Will be compipe, of a normally closed branch pipe leadpa 'atively low, and which will be effective ing to the train pipe, a controlling valve in in operation and lasting and durable in use. the branch pipe, a vertically movable trip llith, view to prevent the engineer from bar journaled at one side of the locomotive closing the cut out valve H, and negiectfully and having diametrically crossing slots 55 allowing the same to remain closed, 1 may therein, an arm projecting at one end provide this valve with a supplemental port through one of said slots, said controlling if in its plug clearly illustrated in Fi valve having an opera ting arm. and said trip 7, the body or the valve having a vertical bar arm having a movable connection at its port h""in the outer end of which is threaded opposite end with the said controlling valve 60 the lower end of an upright pipe in, this arm, a clamping bolt extending through the pipe extending upwardly into the cab of the other side of the trip bar and. through the locomotive as clearly illustrated in Figs. 1 said trip ha r iIIIILWhBIGbY to secure "the and 2, and being provided at its upper end latter in adjusted position, spring nor: with an audible signal preferably in the molly holding the trip bar in lowered posi- (55 E torn. of a whistle H in this manner, when tion, and a manually releasable latch for the valve mentioned is shut oi? so as to proholding the trip bar in elevated position.

vex t the set ing of the bTllCGS in the n nmer train line pressure will constantly find. its VVHHESSBSZ way through the port if into the pipe it and Myron G. CLEAR,

thus to the whistle, sounding this Whistle I SoLoN C. lumen. 

